Fuel feeding apparatus operated by pressure



MayB, 1932. E. A. ROCKWELL 1,856,265

FUEL FEEDING APPARATUS OPERATED BY PRESSURE Original Filed Aug. 2, 1923 2 Sheets-Sheet 1 .5222 oj peygs.

VII -hr] May 3, 1932. E. A. ROCKWELL FUEL FEEDING APPARATUS OPERATED BY PRESSURE Original Filed Aug. 2, 1923 2 Sheets-Sheet 2 7 V'apfar. [0 1062056 .1 5125 flzfazge a lid lfl

Patented May 3, 1932 TES IliD'WARTD A. ROGK'WELL, 01% NEW "YURK, N. 'Y., ASSIGNOIL '10 STEWART-7mm #303 I PATENT oFFlc IOBATION, 01E GHIQAGU, ILLINOIS, A CORPORATION 01' VIRGINIA.

.IF'UEL FEEDENG APPARATUS OPERATED BY- PRESSURE l'lriglual application filed August 22, 1923, Serial No. 655,238. Divided. and this application filed Merrill 8, 1926. Serial No. 92,027. Renewed December 3.1928,

This application is a division ct my application #655,236, filed'August 2, 1923, Patent lo. 1,725, 210, August 20, 1929, for covering one of the two terms of construction shown in that application to the other of which the specific claims of that application are directed. I

The purpose of this invention is to provide an apparatus for feeding fuel to internal combustion engines with the aid of pressure and specificially by taking advantage of the alternation of super-atmospheric and subatmospheric pressure; that is, of pressure and suction as properly referred to; and the specific construction herein shown has the specific purpose of affording continuous feed to the carburetor, as distinguished from the intermittent teed afiorded by the modification to which the specific claims of the parent application are directed. lit consists in the elements and features of construction shown and described as indicated in the claims.

in the drawings:

Figure 1 is an elevation of an engine equipped with an apparatus embodying the present invention.

Figure 2 is a vertical section at the line 22 on Figure 5 ot a container in the apparatus shown in Figure 1 from which the fuel is fed loy pressure to the carburetor.

Figure 3 is a partly sectional side elevation or the container shown in Figure 2, section being made of certain parts at the line 3-3 of Figure 5.

Figure 4 is a vertical section of a controlling and pressure-limiting device located in the connection between the engine cylinder and the container shown in Figures 2 and 3.

Fig. 5 is a top plan view of the device shown by Figs. 2 and 3.

In the drawings 1 have shown an automobile engine which comprises a plurality of and transmission shaft, 10.

cylinders, 2, having et cocks, 3, and spark plugs, 4, therein. T e engine is shown as having the usual intake manifold, 5, carburetor, 6, fan, 7, crank case, 8, gear case, 9,

In one 01fv the cylinders instead of a pet cock means is provided for communicating to the fuel feeding system pressure of the cylinder varying from high super-litmus tion, 83, for limiting the flow of gases how the engine cylinder through the device. At this point in the length of the part, 81, it has an exterior screw thread, 84, for screwing into a housing, 85, having an enlarged valve chamber, 86. Within the chamber, 86, there is a. disk-shaped valve, 87, having an annular seating area, 88, at its upper edge which is flanged upwardly for that urpose. This valve member rests downward y upon the upper end of the part, 81, which at said upper end is recessed around the restricted port, 83, to form an annular flange which is notched to form projections, 89, upon which the valve, 87, is normally lodged by gravity,not for seating as a valve; but on the contrary leaving ample clearance for the pressure fluid passing the port, 83, to pass by the valve through the notches between the projections, 89. lhis valve and chamber are relatively dimensioned for ample clearance for the pressure fluid around the periphery of the valve, provided, as above mentioned, with the annular seating area, 88. By this construction the large area of the lower side of the disk-shaped valve, 87, is presented to the force of the pressure gases which may be delivered through the stem, 81, assing the restricted orifice, 83, thereof. ommunicating with the valve chamber, 86, there is a eway, 90, which leads by way of suits le pipe connections 48 to the fuel container, A, hereinafter described, from which liquid fuel is to be fed to the engine carburetor. It will be noted that this passageway, 90, has its outlet within the inner circumference of the annular seating area,--and therefore within the annular seatof the valve, 87, which seat is formed upon the upper wall of the valve till pressure is rising to the degree necessary for liftin the valve and overcoming its inertia. Positioned for encountering the center of the disk valve, 87, to further delay the seating of the valve, there is provided the stem, 91, of a conical valve, 92, which seats at a port, 94, leading from the valvechamber at the side at which the valve, 87, is seated, and from within the annular seat,- to an atmosphere vent through ports, 99 and 100, in a spring-retaining sleeve, 97, and adjusting cap, 101, respectively, hereinafter described.

The spring, 96, located within said springretaining sleeve, 97, which sleeve is arranged to slide in a bore provided for it in the terminal nipple, 85", of the housin'g,.85, reacts .between said sliding retainer and the valve,

92, for holding it normally seated against outflow of gases from the valve chamber, 86. The cap, 101, screwedonto the upper end of the part, 85, serves for retaining the retainer, 97, and for adjusting'the tension of the spring by screwing said collar, 101, more or less onto the threaded nipple in which said retainer, 97, slides. vided with a notched flange, 102, whose notches are engaged by a spring arm, 103, secured to the housing, 85, by means of a screw, 104, for holding the collar, 101, in adjusted position.

On one side of the housing, 85, there is provided a nipple projection, 85, interiorly screw-threaded and adapted to be connected by a couplingidevice of any desired character indicated at 85, to the tube, 48, which is in turn connected by any suitable coupling, as 49, to the top of a container indicated as to its entirety by reference character A.

This container comprises a casing,50, having at the upper end a threaded nipple, 50",

, forconnection by the tube, 48, with the discharge nipple, 85", of the pressure-transmitting and limiting device, 80. The cavityof 1 the casing, 50, indicated by the numeral 51 is provided at the lower end with a hollow screwed-in fitting, 57, having an upwardly facing shoulder, 57', constituting aseat for a downwardly-seating check valve, 61, and having below said valve seat a'groove, 57", which forms a seat for a strainer, 58, which is retained by a spring ring, 59, sprung thereinto a manner which will be understood without further explanation. The upper end of the fitting, 57, is exteriorly reduced in diameter Said collar,'101, is pro-,

and undercut, as seen at 57, for engaging check fingers, 62, which are sprung into engagement with the reduced uglper end flange of the fitting, and which over ang. the check valve, as seen at 62, for limiting its movement upward away from its seat.

The chamber, 51, is enlarged at its lower part to substantially twice the diameter of its upper art for accommodating at the lower end t e large fuel intake with the large check valve, 61, as shown. Alongside t e upper unreduced portion there is formed integrally with said casing, 50, an air trap chamber, 105, substantiall equal in cross section to the upper. part 0 the chamber, 51, said air trap chamber terminating with the bottom web, 105, a short distance above the check valve, 61. The unitary casing comprising both the chambers 51 and 105, has an encompassing flan e, 112, which is extended at the plane 0 the web, 112', which is the upper limit of the enlargement of the chamber, 51. This flange, 112, afl'ords means of securement of a jacket, 111, whichencloses the lower portion of the casing, 50, forming a liquid-receiving vacuum trapping chamber to which at the upper end through said web, 112", connection is made for delivery of liquid from the main source as indicated by the fitting, 110, screwed into said web at a position laterally with respect to the air trap chamber, 105. The liquid is discharged from the container, A, and specifically from theair trap chamber, 105, by way of a discharge pipe, 108, which is inserted through the upper end of the chamber, 105, terminating.

for intake, as seen at 108", at the lower part of the chamber, 105.. As hereinafter more particularly described, the fuel enters the trap chamber, 105, through the port, 106, at

the lower end of that chamber, said port being controlled by a non return check valve, 10

which maybe, as shown, a thin disk seated upon the flat bottom web of the chamher, and checked as'to its movement away from its seat by the near proximity of the lower intake end of the discharge tube, 108. I In the chamber, 51, there is provided a float,

52, whose upper end constitutes a valve, 53, seating upwardly at a seat, 50", formed around the discharge port, 50, through the nipple, 50*. This float is desirably diametered, or has the flange which constitutes the valve, 53, diametered, for limiting lateral movement in the chamber, 51, so that it cannot move laterally out of seating range with respect to its seat, 50".

The operation of the construction described may be understood to be as follows:

The several parts and elements being connected as shown in Figure 1, when the engine is turned over in the compression stroke of the piston, the pressure of the gases in the cylinder to which the device, 80, is connected,

is communicated through said device, around the valve, 86, through the passageway, 90, and connecting pipe, 48, to the chamber, 51, where the pressure thus exerted upon the liquid within the chamber, 51, operating as hereinafterinore particularly described, by way of the air trap chamber, 105, causes the liquid to be forced past the check valve, 107, and through the discharge tube, 108, and connecting tube, 79, to the float chamber, C, of the carburetor. The pressure thus applied to the valve, 87, causes the same to become seated entirely, on the compression stroke of the engine piston. The seating of the valve 86 by the force of the engine pressure causes the valve to engage the stem 88 of the venting valve 94 and thereby opens the valve against llli the force of the spring 96 normally holding the valve 94 in seated position. The pressure transmitted past the valve 86 to the fuel feeding chamber 51 before the seating of the valve 86 will thereby be vented through the opening of the valve 94 allowing atmospheric pressure to act upon the fuel in the chamber 51. if the chamber 51 is fed by gravity from the supply tank the venting of the con-, nections in this way permits the chamber, 51, to receive a further charge of liquid fuel from the jacket, 111, which in turn is thereby caused to receive a further charge from the main fuel tank, 70, such further charge passing into the chamber, 51, past the plate till check valve, 61, the check valve. 107 being seated during this filling operation. If, on the other hand, the chamber 51 is at a higher level than the level of the fuel in the supply tank, the next suction stroke of the piston produces an opening of the valve 87 permitting the venting valve 94 to seat and producing a suction in the connection 48 leading to the chamber 51 which. is sufiicient to cause the filling of the chamber.51 from the jacket 111. it will be obvious that the provision of the venting valve 94 prevents the drawing of an excessive amount of air into the engine cylinder during the suction stroke of the piston. The next pressure stroke of ithe piston will again seat the valve 87 producing delivery of the fuel from the chamber 51 prior to the opening of the venting valve 94. It will be understood that during the feeding operation described, the chamber, 51, will supplyv liquid to the float chamber, C, of the carburetor only until the operation of the float valve within said chamber. C, prevents the further feeding of the liquid in this way: and thereupon the accumulation of liquid within the chamber, 51, will cause the float, 52. to

rise and seat the valve, 53, at the seat t0 thus preventing further flow of liquid derived from the main tank, 70, into the chamber, 51.

Upon considering again the structure as shown in Figure 2, it may be understood, first. 95 that theliquid will be supplied to the container, A, from the main tank, or main liquid source of whatever character, by gravity flow under atmospheric presure, or whatever pressure may be operative upon the liquid in said source, automatically to the jacket, 111, from which, passing by the check valve, 61, the chamber 51, will be filled until the float, 52 seats the valve, 53; and that while in the process of filling the chamber, 51,- above the level of the port, 106, of the air trap chamber, the liquid will pass by the check valve, 107, into said air trap chamber freely until the intake, 108, of the discharge pipe, 108, is submerged, and thereafter to the extent that the compression of the air above the liquid in the air trap chamber may be caused and measured by the head of the liquid in the chamber, 51, above the level of the intake port, 108, of the discharge tube,.108; and that at the same time the level of the liquid in the chamber, 109, of

the jacket, 111, around the casing, 50, under some circumstances hereinafter described may rise to the full capacity of the chamber, 109.

It will-be understood, therefore, that in the intervalsbetween the pressure impulses derived from the engine, which may be referred to as the sub-atmospheric intervals, during which the container is deriving liquid supply from the main source, the supply of liquid to the carburetor, or whatever device is being served, is maintained through the discharge tube, 108, and connection pipe, 79, by the stored pressure of the air compressed in the trap chamber, 105, by the head of liquid in the chamber, 51,as mentioned.

Upon considering the construction and mode of operation indicated, it may be understood that when the structure is operating so that the chamber, 51, is maintained substantially full, the liquid in the chamber, 109, of

the jacket, 111, around the casing, 50, will rise to a level at which the degree of rarefication or compression of the trapped air will counterpoise the hydrostatic head of the liquid in the fuel pipe, 67 and tank, 70, in view of the height of the fuel in the main tank; and if the level of fuel in the main tank is above the level of the inlet to the chamber, 109, so that when the connecting pipe with its downward and upward loops is once-filled with liquid, the fuel tends to flow by gravity into the chamber, 109, that chamber will be filled to a level to which the amount of air which has been trapped at sub-atmospheric pressure in the upper part'of the chamber, 109, by the liquid rismg to the height of the valve fitting, 57, and seahng off the upper part of the chamber, 109, from the lower sediment-collecting part, is compressed and changed from a condition of sub-atmospheric pressure produced by suction, to" the condition of compression or lessened rarefication corresponding to and counterpoising said hydrostatic head. When the conditions are such that the fuel tends to flow by gravity from the main tank to the device, A, the suction will only tend to hasten the promptness of the response to the engine demands th'ereafter. But a purpose of the invention being to ensure fuel supply to the engine under all conditions of road travel,-including the conditions when the vehicle is on an ascending grade causing the fuel level in the main tank located at the rear of the vehicle to be as much below the level of the intake of the chamber, 109, as it may be above that level when the vehicle is on a descending grade, the operation most important to be considered is that which obtains when the fuel is required to be lifted by suction from the main tank to the point of downward flow,

and is therefore accommodated in less space than when it was trapped at sub-atmospheric pressure. Upon considering the operation of the structure under such conditions, it will be observed that this mode of operation is in part dependentnpon the arrangement b whichthe fuelpipe line from the main ta discharges into the device, A, at the upper part of said device, that is at a substantial distance above the" intake past the check valve, 61, into the fuel feeding chamber, 51, so that it fallsfrom the point of entrance at the upper part of thechamber, 109, through the air trapped in the upper part of that chamber to reach and occupy and eventually fill to the level for sealing the intake past the check valve, 61,- the lowersediment trapping portion of the chamber, 109.. I claim:

1. In aconstructionfor the purpose in dicated, a main source of liquid, a tainer connected for receiving liqui from the main source; a chec li uid cond by flow ing return'flow; means for efi'ecting'changes same from the lower end thereof, upwardly, to alevel a substantial distance above the said firstinentionedcheck valve, the-connecof pressure on the liquid in said container; an .air trappingchamber'connected for receiving liquid from said cbntainer; a check.

valve preventing return flow toward the con tainer; a liquid discharge conduit having intake'at the lower part of. the air tra ping chamber and leading u' wardly for iguid P discharge, and a remova le jacket exten below and around the containerenclosing the tion for liquid supply from themain source .with said jacket at a evel valve preventr to the container bein made by connection above said check valve.

2. In a construction for the purpose indicated, a main source of liquid, 2. liquid container connected for receiving liquid by flow from the main source; a check valve preventing return flow; means for effecting changes of pressure on the liquid in said container; anair trapping chamber connected for receiving liquid from said container; a check valve preventing return flow toward the container; a liquid discharge conduit having intake at the lower part of the air trapping chamber and leading upwardly for liquid discharge, and a chamber surrounding the container and enclosing the lower end thereof and extending upwardly to a level a substantial distance above the first mentioned check valve, the connection for liquid supply from the main source to the container beingmade by connection with said last mentioned chamber at a level above said check valve.

3. In a construction for the purposeindi cated, a main source ofliquid, a chamber connected for receiving liquid by flow from the main source; a second chamber protruding fixedly downwardly into said first mentioned chamber having check valve-controlled ac cess at the lower end for fuel from said first chamber; means for effecting changes of pressure on the liquid in said second chamber; a third chamber extending fixedly down into said second chamber an having check valve-controlled communication at its lower part with said second chamber and upward discharge'from its lower part; whereby in the intervals of flow from the first chamber into the second liquid may be accumulated in the third chamber to a height above the 'level of discharge from said second chamber into the third;

4. In combination with a fuel supply chamber for the carburetor of an internal combustion engine andthe like, a conduit through which the engine pressure is transmitted to said fuel supply chamber; a valve chamber in-said conduit; a normally open valve in said chamber adapted to be seated by the engine pressure, the valve chamber affording clearance around the valve for transmission of said pressure toward the fuel supply chamber at the normally open position of the valve; a duct leading from the valve chamber atthe side of the valve opposite the engine pressure inletto said valve chamber, said duct forming part of the engine ressureconduit to the'fuel s'upply chamber;

. a duct leading to atmosphere from the side of the valve chamber at which the valve is seated by the engine pressure at the seated position of said valve, and communicating with the duct leading to the fuel supply chumber; a valve controlling. said atmoslti against atmosphere inlet, and means by "which the engine-pressure-operated valve V opens said atmosphere valve in the seating movement of said engine-pressure-operated valve. 7

5,. ln the construction defined in claim 4, the engine-pressure-operated valve being normally open by gravity, the' wall of the. valve chamber on which said valve rests by gravity at open position and the valve at that side being co-operatively formed for afiording clearance past the valve for airinfiow toward the engine cylinder in the suction stroke of the engine; whereby, due to the atmosphere valve being normally closed against air inflow, such inflow is derived through the conduit leading to the fuel chamber, tending to produce a vacuum in said chamber.

t. In a construction for the purpose indicatecl, a fitting arran ed for connection with a source of alternating fluid pressure and suction and also for connection with the chamber to be served with such alternating pressure and suction, said fitting having a valve chamber and a passage leading therefrom at one side thereof to the source of alternating pressure and suction, and passages leading from the other side respectively to the chamber to be served and to the atmosphere; a valve in the valve chamber dimensioned relatively thereto for short movement between the opposite walls from which said passages respectively lead, and for seating to close the portsof the two passages last mentioned and for being stopped at the other side without closing the port of the first mentioned passage; an outwardly opening valve controlling the atmosphere passage; a spring holding said valve normally seated, and means for adjusting the spring to regulate the pressure at which the valve will open.

i. In the construction defined in claim 6, said adjusting means comprising an apertured cap screwed onto the terlmnal of the fitting through which the atmosphere passage opens, adaptedto stop the outer end of the spring, whereby the spring maybe adjusted for its valve seating pressure by screwing the cap more or less onto the fitting, and a spring catch arranged to engage the exterior margin of the cap for holding it at adjusted position. a Y

8. In the construction defined in claim 6, a housing for the spring interposed in the fitting consisting of a sleeve mounted slidingly in the fitting having its upper end closed except as to an atmosphere .aperture and a screwed-on adjusting cap having an aperture registering with the aperture in said sleeve.

9. In a construction for the purpose indicated, a main source of liquid, a liquid container connected for receiving liquid from the main source, a check valve preventing return flow, means for effecting changes of pressure on the liquid In said container, an

air trapping chamber connected for receiving: liquid from said container, a check valve preventing return flow toward the container, a liquid discharge conduit leading from the air trapping chamber for li uid discharge, and a removable jacket exten ing below and around the container and upwardly to a level a substantial distance above the first mentioned check valve, the connection for liquid supply from the main source to the container being made by connection with said jacket at a level above said firstnientioned check valve.

10. In a construction for 'the purpose in-- dicated, a main source of liquid, a liquid container connected for receiving liquid from the main source, a check valve preventing return flow, means for eifecting changes of pressure on the liquid in said container, an air trapping chamber connected for receiving liquid from said container, a check valve preventin return flow toward the container, a liquid discharge conduit leading from the air trapping chamber for liquid discharge, and a chamber aroundthe container at the lower end thereof and extending upwardly above the first mentioned check valve, the connection for liquid su ply from the main source to the container eing made by connection with said last mentioned chamber at a level above said first mentioned check valve.

11. An apparatus for supplying fuel to an internal combustion engine comprising three separable caslngparts, two of which are secured together and enclose a pumping chamber, the third casing part being removably secured to one oi the first two casing parts to form a fuel=receiving and trapping cham ber, one of said first two casing parts having aninlet communication between said chambers, a check valve controlling said inlet for flow from said fuel-receiving chamber to said pumping chamber, a filter screen mounted in junction with one of said first two casing parts and spanning the inlet communication between said chambers, an inlet connection to one of said first two casing parts from a source of fuel su ply and delivering into said fuel-receiving chamber antecedent to said filter screen whereby the fuel is filtered'as it is drawn intolthe fuel pumping chamber, a valve-controlled outlet passage from said pumping chamber, a flange formed integral with one of said first two casing parts for mounting the casing on the engine and an operating connection from the engine attached to the casing part having the attaching flange for producing alternate conditions of suction and ressure within said pumping chamber for ceding the fuel.

internal combustion engine comprising a pump casing having a fuel pumpm chamber, means operated by the engine %or producing changes of pressure within said pumping chamber, inlet and outlet passages communicating with said pumpm chamber,

. valves controlling said passages or one way flow therethrough, an inlet connection direct 1y to said pump casing from a source of fuel 10 supply independent of the inlet and outlet passages to the pumping chamber, an outlet connection directly to said pump casing in communication with said outlet passage for delivery of fuel therefrom, a fuel-receiving and sediment trapping chamber removably secured to said pump casing independentof said connections forming a closed communication between the delivery opening of,'said inlet connection and said inlet passage to said pumping chamber, said inlet passage opening below the upper portion-of said fuel-receiving chamber whereby, as fuel is drawn into said pumping chamber faster than it is-delivered from the source of supply, vacuum receiving substantially constant flow into said fuel-receiving chamber while the fuel is intermittently sucked into said pumping chamber.

prising a fuel container having a .fuel reis trapped in the upper portion of said fuelchamber andtends. to maintain a an inlet communication between said chambers, a check valve controlling said inlet for flow from said fuel-receiving chamber to said pumping chamber, a filter screen mounted in junction with one of said first two casing parts and spanning the inlet communica-.

tion between said chambers, an inlet connection to one of said first two casing parts from a source of fuel supply and delivering into said fuel-receiving chamber antecedent to said filter screen whereby the fuel is filtered as it is drawn into the fuel pumping chamber a valve-controlled outlet passage from sai Y pumping chamber, a flange formed integral w I with one of said first two casing parts for- 13. A system for the purpose indicated comceiving chamber and a fuel feeding chamber,

the fuel receiving chamber encompassing the fuel feeding chamber in sealing relation at V Y a lower portion of the latter and extendinga substantial distance below the latter and having at its upper part at a substantial distance above the level of the lower end of the fuel feeding chamber a. fuel inlet, arranged for connection therefrom to a fuel source, the fuel feeding chamber having connection with means for pnoducin mospheric and su -atmospheric ressure therein andhaving one-way flow disc arging alternating super-atconnection from itslower part com rismg a fuel dischargechamber within the u'ellfeeding chamber'having its inlet from the latter at the lower end andhaving for fuel dis"- charge from said fuel discharge T chamber, Q a conduit openingwithin said fuel discharge .chamber at the'lower end portion thereof and 1 I extending upwardly and emerging through I the uppe her and of the fuelfeeding cham r, said i fuel receiving chamber having one-wayflow r end of said fuel dischar e cham'-' communication uplwardly with the fuel feed-- ing chamber at t e lower end of the latter.v

14. An apparatus for supplyingfueltoan internal combustion engine comprising three a separable casing parts, two of which arose cured together and enclose a pumping chame her, the third casing part being removably secured to one of the first two casing arts to form a fuel-receiving and trappingc amber, one of said first two casing parts: 

